A tow bar is not an option. There are mild hybrid versions of the updated Mercedes G-class and even a fully electric version.
Since 1979, the Mercedes G-class has grown from a workhorse to a lifestyle SUV. Only in 2018 did the second generation appear, which, like its predecessor, is constantly being refined. Now there are a mild hybrid and even a fully electric G.
Is there still a Mercedes G-class with diesel?
It is almost impossible to imagine that there once existed a 240 GD with 53 kW/72 hp, which weighed almost two tons in the long version. It is now 45 years later and the only diesel on the G-class price list is the 450d, a six-cylinder with almost 300 hp more. Still two tons, but in terms of price. Now that we’re talking about money: thanks to the help of a small electric motor, the G has become considerably cheaper.
Less emissions, less bpm. Has anything been addressed on the outside?
Mercedes itself says that the appearance of the G-class has not changed significantly in 45 years. There are also minor changes now. The grille has four instead of three slats and the front and rear bumpers are different. With adjustments to the A-pillars and a spoiler edge on the roof molding, the aerodynamics improved slightly. With a Cd value of 0.54, this results in little consumption gain.
And what changed on the inside?
The well-known MBUX infotainment system is the most important novelty in the interior. This has been expanded with an off-road cockpit, which should make off-road driving easier. There you can see, among other things, the ride height, the steering angle of the front axle and the status of the limited slip differentials. With the ‘transparent hood’ function you can, as it were, look through the hood at the ground and the front camera already looks over the hilltop when driving off-road.
What are the technical changes of the updated G-class?
The biggest change in terms of engine concerns the 500. Until recently it had a 4-liter V8 and now has a 3-liter six-cylinder in-line engine. Compared to its predecessor, it gains 27 hp, but loses 50 Nm of torque while CO2 emissions drop by 90 g/km. That’s seriously a lot and it translates into a price drop of €43,000. In addition to an exhaust gas turbo, the 500 also has an electric compressor for better throttle response. The six-cylinder diesel gains some horsepower (15) and Nm (20) and is, soberly considered, the best machine for the G, especially because of that enormous amount of pulling power at a low speed. And the G driver doesn’t lose any sleep over that little bit of extra mrb.
Has the AMG G63 been changed?
The G63 remains the same in terms of power and torque, but the electrical assistance in the form of a starter/generator also contributes to a reduction in emissions. Nevertheless, the price still includes more than a ton of BPM. The 450d and 500 have a 9-speed automatic transmission, the AMG has a double clutch. On the 450d and 500, the transfer case transports 40 percent of the drive power to the front wheels, the rest goes to the rigid rear axle and of course there is a high and low range. The G is much more than a muddy SUV for posers, it doesn’t shy away from tackling real mud baths and sand hills.
But what about the fully electric G-class?
We are especially curious about the fully electric version. It is also ready for us to test, on paved and unpaved surfaces. No clumsy forest path, but actual rock climbing and fording water. You have to pull the door firmly closed and it closes with almost the same sound as that of the first G. You sit high, looking out over the hood and the striking flashing lights on the fenders. First we go into the terrain, with someone from Mercedes in the passenger seat for text and explanation. The ride starts with sandy paths along a vineyard, then we turn up the mountain. With paths so steep, holes so deep and boulders so large, continuing on seems simply impossible. But it is possible. The electric G does it with playful ease. The engines run in low range. With a combustion engine you would then rev the engine higher, but now you hear nothing. Yes, a kind of 8-cylinder murmur through the speakers (the G-Roar), which also sounds quite real. With the crawl mode, the technology itself ensures that the three-ton G climbs up and descends again. You just have to find the right track. Here the electric motor shows its superiority with its immediately available torque.
A battery pack for off-road driving, how does that work out?
Yes, sometimes rocks hit the bottom, but you don’t have to fear a broken battery. The composite, 26 mm thick plate can support four times the vehicle weight. Thanks to the four motors (no hub motors), the 580 can perform fun tricks. Such as taking very tight turns and even spinning around its own axis, because the engines turn left and right in opposite directions. On paved roads you notice that the G has a rigid rear axle, although it certainly does not feel like a typical off-road vehicle. It sprints to 100 km/h almost as quickly as the 63 AMG. In Comfort driving mode, the front motors are mechanically decoupled. Unfortunately, its high weight has a disadvantage: it cannot accommodate a tow bar and the payload is only 415 kg. No car for five heavy boys and their luggage.